Mechanico-hydraulic power and control unit



3, 1965 E. A. THOMPSON 3,198,026

MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8, 1958 16 Sheets-Sheet 1 MANUAL MANUAL STOP [STA ET cvcLE START 5/6 1N VENTOR E. 9, 8mm. ATHOMPHN BY Z A A. M

ATTORNEY E. A. THOMPSON l6 Sheets-Sheet 2 III! i llll INVENTOR. [ARL A. 7ilompso- BY $2 4 4 K. M

ATTOQVEY VMM MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Q mu Aug. 3, 1965 Original Filed Jan. 8, 1958 Aug. 3, 1965 E. A. THOMPSON MECHANICO-HYDRAULIC POWER AND CONTROL UNIT 16 Sheets-Sheet 3 Original Filed Jan. 8, 1958 Kauai/Q ATTORNEY Aug. 3, 1965 E. A. THOMPSON MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. a, 1958 16 Sheets-Sheet 4 nllllll ||Illl||||||l||| lllllllll/ OWTA INVENTOR. 5421 A. THOMPSON ATTUENE V Aug. 3, 1965 E. A. THOMPSON MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8, 1958 16 Sheets-Sheet 5 IN VEN TOR. 15424 A. 7i-/oMP.so-

WKM

ATTORNEY 3, 965 E. A. THOMPSON 3,198,026

MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8, 1958 16 Sheets-Sheet 6 i 248 l J 244 272 254 2 :1 242 2 52 24 2 \)&\X\ O O t .1, -r- 258 IN V EN TOR. 5421. 4. THOMPSON ATmEWEV Aug. 3, 1965 E. A. THOMPSON MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8, 1958 16 Sheets-Sheet 7 ATTORNEY Aug. 3, 1965 E. A. THOMPSON 3,198,026

MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8. 1958 16 Sheets-Sheet 8 INVENTOR EARL Afizo/ s lv K fw ATTORNEY 3, 1965 E. A. THOMPSON 3,198,026

MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8, 1958 16 Sheets-Sheet 9 INVENTOR E A R 1 A THOMPSON BY f 7 g? HU E M ATTORNEY Aug. 3, 1965 E. A. THOMPSON 3,198,026

MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8, 1958 16 Sheets-Sheet l0 627 6275 i5 580 saoe INVENTOR ARL A THaM PSM/ ATTORNEY Aug. 3, 1965 E. A. THOMPSON 3,198,026

MECHANIGO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8, 1958 16 Sheets-Sheet 11 1N VENTOR EARL A fianPso/v ATTORNEY Aug. 3, 1965 E. A. THOMPSON 3,198,026

MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8, 1958 16 Sheets-Sheet 12 INVENTOR E EARL Amwm ATTORNEY Aug. 3, 1965 E. A. THOMPSON MECHANICO-HYDRAULIC POWER AND CONTROL UNIT 16 Sheets-Sheet 15 Original Filed Jan. 8, 1958 l 19 54m A THOMPIoN Aug. 3, 1965 E. A THOMPSON MECHANICO-HYDRAULIC POWER AND CONTROL UNIT 16 Sheets-Sheet 14 Original Filed Jan. 8, 1958 INVENTOR EARL A 7710M PS N BY ZZZ/A ATTORNEY Aug. 3, 1965 E. A. THOMPSON 3,198,026

MEGHANICO-HYDRAULIG POWER AND CONTROL UNIT Original Filed Jan. 8, 1958 16 Sheets-Sheet 15 15 8871 I b 3 I l I 1 I l E Z a; $9 $92 587: 5860 INVENTOR EZRL A THOMPSON 2-... I (j: -x 32- 30 23 64 ATTORNEY 3, 1965 E. A. THOMPSON 3,198,026

MECHANICO-HYDRAULIC POWER AND CONTROL UNIT Original Filed Jan. 8. 1958 16 Sheets-Sheet l6 INVENTOR 1 EARL A THOMPSON E-B EJA Q s m ATTORNEY United States Patent 3,13,tl26 lt IE'CIIANICU-IIYDRAUIJIE FGWER AND CGNTRGL UNIT Earl A. Thompson, 13% Hilton Road, I erndaie, Mich. Original appiication .Ian. 8, 1958, Ser. No. E1802, now

Patent No. EJ371929, dated Ian. 8, I963. Divided and this application Mar. I2, 1%2, Ser. No. 179,178

9 Claims. (Ci. 74-3375) This is a division of this inventors co-pen-ding application Serial No. 707,802, filed Ian. 8, 1958, for Mechanico-Hydraulic Power and Control Unit, the disclosure of which is incorporated herein by reference, now Patent No. 3,071,929 issued Ian. 8, 1963.

The invention of this divisional application relates to a hydraulic controlling and driving mechanism for operating movable machine elements in a predetermined program of motions. It is particularly but not exclusively suitable for operating such devices as machine tools, material handling equipment, assembly machines, testing, inspecting, sorting or packaging machines, and in fact any machinery where to and fro motions of machine elements require coordination of their timing, velocity, and acceleration patterns in repetitive cycles.

It is an object of the present invention to provide an improved mechanico-hydraulic drive and control system utilizing cams and hydraulic pulsators which is not only readily adaptable to a variety of machine motiva tion requirements with complete flexibility as to location as well as to program cycles, but which is also capable of very precise repetition of a predetermined program of movements.

Another object is to provide a system of this character which may be produced in a small number of standardized versions for adaptation to a wide variety of machinery motivation requirements.

Another object is to provide a device of this character where a number of hydraulic pulsator sections may be operated in coordination with one another from a central master cam means, and in which the cam means may be driven at more than one speed during a single cycle.

Another object is to provide a system of this character in which a rotary output shaft is automatically driven at one speed for a portion of each rotation and at another speed during another part of each rotation, the speed being changed in response to the angular position of the shaft itself.

Another object is to provide a system of this character wherein the cam means may be driven at more than one speed during a single cycle by means of a multi-speed gear box including self-controlling mechanism capable of independent functioning and thus adaptable to a wide variety of motivation problems.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings wherein two forms of the present invention are illustrated.

In the drawings:

FIGURE 1 is an end View of a mechanico-hydraulic driving and control device incorporating one form of the present invention.

FIGURE 2 is a top view of the device shown in FIG- URE 1.

FIGURE 3 is a sectional view or the gear box of the control mechanism of the machine as viewed along the lines 3-3 in FIGURE 1.

FIGURE 4 is a fragmentary part sectional view of the gear box shown in FIGURE 3 as viewed from the rear side of the machine, that is, from the top of FIG. 2.

FIGURE 5 is a sectional view on an enlarged scale of a portion of the gear box as viewed along the lines 5-5 in FIGURE 4.

3,I98,026 Patented Aug. 3, 1965 FIGURE 6 is a horizontal sectional view of the cam box as viewed along the lines 6-6 in FIGURE 3.

FIGURE 7 is a sectional view of the cam box as viewed along the lines 77 in FIGURE 6.

FIGURE 8 is a View similar to FIGURE 7 as viewed along the lines 8-8 in FIGURE 6.

FIGURE 9 is a wiring diagram of the device shown in FIGURE 1.

FIGURE 10 is a mechanical and hydraulic diagram of the device shown in FIGURE 1.

FIGURE 11 is a diagram of a mechanico-hydraulic driving and control system embodying another form of the present invention.

FIGURE 12 is a horizontal sectional View of a twospeed transmission forming part of the device diagrammed in FIGURE 11.

FIGURE 13 is a horizontal sectional view of a cam case associated with the transmission of FIGURE 12.

FIGURE 14 is a section on line 14-14 of FIGURE 12, showing the electrical cam mechanism.

FIGURE 15 is a view on line 15-15 of FIGURE 13.

FIGURE 16 is a sectional View on line 16-16 of FIGURE 12.

FIGURE 17 is a sectional view on line 17-17 of FIG- URE 16.

FIGURE 18 is a left end view, partly broken away, showing the mechanism of FIGURE 16.

FIGURE 19 is a right end view, partly broken away, showing the mechanism of FIGURE 16.

FIGURE 20 is an end view, partly in section, of the cam case illustrated in FIGURE 13.

FIGURE 21 is a side view of the cam case.

FIGURE 22 is a detailed view, partly in section, along the line 2 -22 of FIGURE 20.

FIGURE 23 is a sectional view along line 23-23 of FIGURE 22.

FIGURE 24 is a sectional diagram of a valve block forming part of the transmission of FIGURE 16.

FIGURE 25 is a view of the valve block looking at its mounting surface.

FIGURE 26 is a top view of the valve block shown in FIGURE 25.

FIGURE 27 is a view, partly in section, of a valve block cover plate.

FIGURE 28 is a sectional view along the line 28-28 of FIGURE 25.

FIGURE 29 is a sectional view along the line 29-29 of FIGURE 25.

FIGURE 30 is a sectional view along the line 30-30 of FIGURE 25.

FIGURE 31 is a sectional View along the line 31-31 of FIGURE 25.

FIGURE 32 is a sectional view along the line 32-32 of FIGURE 25.

In the form of the invention shown in FIGURES 1 through 12, there is provided a gear box 26, which in turn supports a cam box 28 at its front end and a motor 30 on its top face.

Referring now to FIGURES 3 and 4, it will be noted that motor 30 drives a shaft in gear box 26 through a belt 42. Shaft 40 is provided with a Worm 44 which in turn meshes with a worm Wheel 46 on a shaft 48 mounted in a bearing 59 within the gear box. A second shaft 52 mounted in bearings 54 and 56 is driven by shaft 48 through a reduction gearing 53. Shaft 52 in turn drives through gears 60 and 62 a gear 64. The hub as of gear 64 supports the driving member 68 of a feed clutch 7d, and the hub 72 of worm wheel 46 supports the driving member 74 of a rapid traverse clutch 7'3. Hubs 66 and 72 are rotatably supported on shaft '78. The driven member of clutch 7%) is fixed on a disc 82, and the driven member 84 of clutch 76 is fixed to a disc 86. Discs 82 and 86 are keyed to shaft 78 as by Woodruif keys 88.. V 7 g With this clutch arrangement, when clutch 76 is engaged, shaft 78 will have a relatively high speed of rotation corresponding to the speed of shaft 48. When clutch 76'is disengaged and clutch 70 is engaged,.then

the drive of shaft 78 will be effected through the gear train 58, shaft 52, gears 60, 62 and 64 and the shaft 78 will therefore be rotated at a much slower speed.

Clutches70 and 76 are arranged to be actuatedhydescribed: 7

Referring to FIGURES'3, 4 and 5, shaft'48 drives a pump 99 which is mounted on a cover plate 92 which closes the opening .94 at one side of gear box 26. The lower portion of gear box 26 forms an oil reservoir which is preferably filled with oil to about the. level indicated by the dashed line in FIGURE 3. The intake of pump 90 is connected by a conduit 96 with a filter 98 at the bottom of the oil reservoir... The outlet of pump 90 communicates with aconduit 100 (FIGURE which 7 is formed in cover plate 92. A branch conduit 102 in cover plate 92 extends from the pump 90 to a conduit 184 (FIGURES 3 and 4) which connects with an accumulator 106 in the oil reservoir. Within the accum ,draulically, and this hydraulic mechanism will now be at a rapid rate; and when oil under pressure is' admitted to chamber 186, clutch 70 is engaged to rotate shaft '78 at a much slower rate. Pistons 188 and 192 are biased by springs 194 to normally exhaust oil from the respective chambers and thereby disengage the respective clutches. In FIGURE 3, clutch '70 is shown in the engaged position and clutch 76 in the disengaged position.

Likewise, in FIGURE 5, valve members, 134 and 158 are shown in the positions they occupy to produce the engagement of clutch 70 and the disengagement of clutch 76. Thus, with these valve members inthe positions indicated in FIGURE 5, oil under pressure discharged from pump 98 is caused to flow into bore 118 through port 154 and intobore 120. Spools 136 and 138. on-valve .member 134 direct this'oil" under pressure to port 156 as oil is admitted to chamber 186 of clutch 70, piston 192 lator, there. is arranged a piston 188 which divides the accumulator into an oil chamber 110 and an airchamher 112. A source of, air under pressure is admitted to the air chamber 112; and as the oil pressure in chamber 110 builds up by reason of the operation of pump 90, piston 108 is moved to the left'as shown in FIGURE 3. The outlet conduit 100 from pump 98 communicates with an inlet port 114 ofa valve block 116 (FIG. 5). 7

Valve block 116 is supported on cover plate 92 and is provided with bores 118, 120 and 12 2. Bore118 is fashioned with a groove 124 which communicates V by way of a passageway 126 in cover plate 92 with a lubricatof clutch 76 moves under the influence of springs 194 to exhaust chamber 190' back through the valve block 116 and to the oil reservoir. If crank 162 is pivoted to the left as viewed in FIGURE 5, then spool 168 will seat on the land between annular groove 172 and port 156 and spool 170 will seat on the land between annular grooves 174 and 196. In this position, port 156 communicates with passageway 182 which leads to chamber 198 of clutch 76; and piston 188 will exhaust oil from chamber 186 back .to the bore 122 through the annular groove 172 and then to exhaust through the annular groove 198.

It crank 142 is pivoted to the dotted line position shown 7 in FIGURE 5, then valve member 134 will shift to the ing manifold 128. A second annular groove 130 in bore 118 communicates with bore 120. by way of a port 154. The spring biased piston 132 in bore'118 serves as a pressure regulator and thus closes port 154 until the pressure reaches a predetermined value determinedby the design of spring 133. Within bore 120, there is arranged a valve member 134 which is fashioned with spools 136 and 138. One end-1400f valve member 134 projects outwardly of valve block 116 and is biased into engagementwith a crank 142 by means of a spring 144 at the opposite end of valve member 134. Bore 120 is fashioned with an annular exhaust groove 146. Bore 120 is also formed with a second annular groove 148 which connects as by a passageway 150 in cover plate 92 with a' brake cylinder 152 also mounted on cover plate 92. Bore 120 is further providedwith an annular groove forming a port 154 between bores'120 and 118 and with an annular groove forming a port 156 between bores 120 and 122. Within bore 122, there is arranged a valve member 158 which extends out of valve' block 116 at one end as at 160-into engagement witha crank left under the influence of spring 144 to'a position wherein spool 138 seats on the land between ports 154 and 156 and spool 136-seats on the land between grooves 146 and 148. In thisposition of valve member 134, the oil under pressure flowing through port 154 will be directed to the'annular gnoove 148 and then through passageway 158 to the brake cylinder 152; and at the same time, the I bore 122 willybe ope-ned to exhaust through port 156,

bore 120 to the right of spool 138 and the exhaust port 21min the end piate 202 on valve block 116.

Within brake cylinder 152, there is arranged a piston 284 which isbiased by a spring 206in a direction to Piston 284 is arranged to actuatea push rod'2t18 which is pivotally connected to one end of a brake band 210, FIGURE 4. Brake V band 210 wraps around thedrum portion 212 of the driven member 84 of clutch 76. The opposite end of 162. A spring 164 atthe other end of valve member 158 biases the end 160 of the valve member into engagement .with crank 162. Valve member 158 is formed with spools 166, 168 and 170, Bore 122 is fashioned with spaced apart annular grooves 172 and 174. Groove 172 connects asbya passageway 176in cover plate 92 with a passageway 178 in a distributor sleeve 180 on shaft 78, and annular groove 174 in bore 122 connects as by-a passageway 182 with a passageway 184 in distributor 190 formed in clutch member 86 and in which a piston I 192 is movable. When oil under pressure is admitted to chamber 190, clutch 76 is engaged to rotate shaft 78 brake band 218 is held in an adjusted fixed position by a stud 214 (see FIGURE 4). Thus, with valve member 134 in the position illustrated in FIGURE 5, brake cylinder'152 connects with'exhaust through passageway 158,

annular groove 148 and annular groove 146. When valve member 134 is shifted to the left, then oil under pressure admitted to bore 120 through port 154 is directed to annular groove 148 and then through passageway 150 to the brake. cylinder to apply the brake and thereby stop the rotation of shaft 78.

Accumulator 186 i provided so that the pump can be of relatively small capacity. Under such circumstances, when either of the clutches is operated, the additional oil under pressure. required to operate the clutches is supplied from the oil chamber of the accumulator, which, by reason of the air pressure in chamber 112, serves as a reservoir for oil under pressure. 7

Referring now to FIGURE 6, it will be observed that the outer end of shaft 7 8 is journalled in a bearing 216 and has a keyed connection with one end of'a hollow shaft 218 on cam box 28. The other end of shaft 218 is journalled in a bearing 22.9. Shaft 218 is formed with a keyway 222; and a series of cams 224, 226, 223, 230, 232, 23 236 and 233 are keyed to rotate with this shaft. Cams 224 through 234 have cam followers associated therewith. These cam followers are in the form of rollers 24d and each is mounted on a piston 2423.

Referring more particularly to FIGURE 7 wherein the pistons associated with cams 22.8 and 226 are illustrated, it will be observed that the cam box 28 forms an oil reservoir 244. The top of the cam box is provided with a cover plate 24-6, and a diaphragm 248 is arranged adjacent the cover 2 16 so that air under pressure can be admitted to the space 256) above diaphragm 24S and thus maintain the oil in reservoir 244 under a predetermined relatively low pressure.

The pistons 242 and the valves associated therewith are constructed and operate substantially the same for each of the cams, and a description of one of these pistons will therefore sufiice. Each piston 242 is slidably arranged within a cylinder 252 (FIG. 10). An oil conduit 258a, b, c, a, e, or f, as the case may be, is connected with the outlet end of each cylinder 252. Each of the conduits 258 extends to the cylinder of one of the components of the machine the operation of which is hydraulically controlled, for example 3M, 3554, 356. There is thus provided a liquid column confined within each respective cylinder Z52, conduit 25%, and actuating cylinder of a machine component.

As is shown in FIGURES 6 and 8, cams 236 and 238 are arranged to actuate electric switches. Cam 238 has a pair of abutments 280 and 282 mounted thereon which are arranged to actuate switches 284 and 286, respectively. Switches 284 and 286 are in the nature of safety switches which are actuated each cycle of the machine; and if one of the machine components such as a work piece loader is not functioning properly, these switches are arranged to stop the operation of the machine. Cam 236 actuates a switch 238 which in turn energizes a solenoid 2% mounted on the side of gear box 26 (FIGS. 1, 5). The functional connection between the two is indicated by the dash line connecting them in FIG. 12. The armature of solenoid 290 (FIGURE 2) connects with a link 2% (FIGURES 4 and 5 which is pivotally connected to crank 162. Thus, during the period of each cycle that solenoid 290 is energized by switch 283, valve member 158 (FIG. 5) is shifted to the left so as to energize high speed clutch '76 and cause the shaft 78 and the cams on shaft 213 to rotate at the more rapid speed.

In the'particular arrangement shown in FIG. 8, switch 283 is actuated when the follower 294 rides over the high side 2% of cam 236; and when the follower 294 engages the low side 298 of cam 236, solenoid 2% is de-energized and spring 164 shifts valve member 153 to the position shown in FIGURE 5 so as to energize clutch 7 and deenergize clutch '76 and thus rotate shaft 78 and the cams on shaft 21$ at a relatively slow speed. A second solenoid Silt) mounted at the side of gear box 26 has its armature connected to a link 302 which is in turn pivotally connected with the crank 1 :2 (FIGURE that actuates valve member 134. Solenoid 300 is energized through a manually actuated swich described hereinafter.

As mentioned previously, the conduits 253 each extend to the cylinder of one of the machine components that is hydraulically actuated. One of these conduits, namely, conduit 258b, connects with a cylinder 394 (FIGURE Slidably mounted in cylinder 3% is a piston 340, which may be connected by means of a stud 334 with a table,

slide, or carriage 24 of a machine tool or other device.

Also pivoted to the stud 324 is a piston 34?; slidable in a stationary cylinder 344. The inlet port 359 of cylinder 344- is connected by a conduit with a plenary volume liquid pressure source such as an accumulator 321. The several circles marked R0 in FIGURE 12 are intended to designate, preferably, a Single accumulator and a manifold which connects all of the cylinder ends together to the common liquid pressure source. This may be a pressure vessel containing oil or other power transmitting liquid maintained under a high pressure by a body of compressed air or other gas. Such a device forms a convenient source of a plenary volume of liquid under pressure and which is available for utilization as required, although it will be understood that other sources, such as spring or weightloaded accumulators, constant volume pumps with pressure relief valves, or variable volume pumps with pressure responsive volume regulators may be utilized, and the term plenary volume liquid pressure source is intended to include all such devices.

It will be appreciated that the various components that are controlled by the cams on shaft 218 can be operated at a desired rate by designing the shape of the particular cam so as to produce the rate of movement desired as more fully disclosed in my patent referred to. At the same time, the operation of the various components can be timed relative to one another by the relative positions of the sams on shaft 218. As an example, the cam 226 that may be employed for controlling the rate of movement on table 24. Let us assume that when the cam follower on the piston 2452 engages the cam 226 at a low point, the table is positioned against the front stop 330. As the cam rotates, the cam follower travels relatively around the periphery of the cam to a higher point. During this movement, the cam 236 (FIGURE 10) which actuates the fast and slow speed switch 233 is designed to maintain the solenoid 2-90 energized. In other words, the follower 294 rides on the high side 2% of cam 236; and the shaft 21%, together with the cams, rotates relatively rapidly, because the crank 162 (FIGURE 5) positions the valve member 153 in the valve block 11% so as to direct oil under pressure to the rapid traverse clutch '76. During this interval of time, the piston 242 actuated by cam 226 moves outwardly and feeds oil under pressure to the cylinder 364 on the table feed mechanism. The oil is displaced into cylinder 3% at a rate corresponding to the travel of the piston 2 32 as controlled by the rate of rise on the periphery of the cam 226. Thus, with the cam illustrated, the table would be advanced first with an accelerated movement; and the rate of acceleration decreases as the cam follower approaches said higher point on cam 226. At this time, the cam follower 2% associated with cam 236 rides onto the low side 298 of cam 236 and solenoid 2% is thereby deenergized. This causes feed clutch 70 to engage, and the piston 19?. of clutch 76 moves under the influence of spring 13 to direct the oil therein to exhaust. Thus, at this points, shaft 218 and the cams thereon rotate at a relatively slow feed rate; and the piston associated with cam 2226 continues to move outwardly at a more or less constant rate as determined by the cam. At a still higher point on the cam the table 24 is positioned against a rear stop 332. At the highest point on cam 225, the piston has moved outwardly the maximum amount and the cam follower then begins to ride down the low side of the cam. At this point on cam 226, the cam follower 2% associated with cam 236 is arranged to ride up to the high side 2% of cam 2%, thereby actuating the switch 288 energizing solenoid and causing rapid traverse clutch 76 to engage and feed clutch 70 to disengage. Thus, the cams on shaft 218 are caused to rotate at a more rapid rate. As the cam follower starts to ride down the decline on cam 226, the oil pressure of accumulator 321 acting in cylinder 344 causes piston 342 (FIGURE 10) to move to the right; and the table 24 thus travels on its return stroke towards the starting position.

During the return movement of the table, piston 34% in cylinder 39d discharges oil back into the line ZSSb and thus causes the cam follower associated with cam 226 to ride around the periphery of the cam.

The piston 242, operated by cam 224, connects by 7 conduit258a with another machine tool operating cylinder, such as shown at 354 in FIGURE 10. This may have a piston 356, the rod 358 of which serves to operate the machine element, such, for example, as a .work ejector 359 in a hydraulically operated spindle and collet assembly. The piston 242, operated by cam 228, connects by a liquid column line 2580 with the cylinder 369. The latter has a piston 362 having a hollow end 364- which may serve to operate a third machine element, for example a spindle collet 365. The opposite ends of cylinders 354' and 360 are connected to the plenary volume source'of pressure liquid, indicated. at R as previously described. V In FIGURE 9, a suitable wiring circuit for the ma-' chine is illustrated. A normally closed stop switch .494

and a normally open start switch 4% are connected in series across the line 498 through atsolenoid 509 of a relay 592. Relay 592 is in the nature ofa circuit holding relay and at the same time when energized closes switches 504 and 506. .Switch'564is theholding circuit for relay solenoid 509 and switch 5t 6:may control motor 30. A

cycle start and a cycle stop switch 538 and 510 are also connected in series across the line 498 through the relay in series with switch 288, stop switch 510', the holding circuit of relay 5il2and stop switch 494. 'Relay 3% which controls the actuation-of the. brake on shaft 78 is connected across the line in series with cycle-stop switch 510, a holding circuit of relay 592 and stop switch 494. The safety circuit generally designated 516, in which a are connected switches 284 and 286 which are energized by abutrnents 289 and 282 on earn 238, controls a relay 5l8 which is adapted to break the circuit through brake solenoid 360 in response to improper functioning. This circuit extends from brake solenoid 300 through cycle stop switch 510, relay 518, relay 512, holding circuit SM, and stop switch 494. Thus, when the motor start ing switch 495 is momentarily closed, thetransmission motor 30 is energized. 'Upon depression of cycle starting switch 503, the brake on. shaft 78 is released and the cycle of operation'is started.

depress cyclev stop. switch 510' to "applythe brake and thereby stop the rotation of cam shaft 218.

The initiation and the termination of each operation is controlled by the positioning of the corresponding cam on the shaft 218 relative to the other cams. In addition, the rate at which the operation is performed through- If it is desired to stop the cycle at any point, it isonly necessary to momentarily V desired to stop the operation of the machine at any instant during its cycle ofoperation, the cycle-stop switch 510 is manually actuated to'de-energize solenoid 300 and thus applyan instantbraking effect to the shaft 78 to which the, cam shaft 218is secured.

In the form of the invention illustrated in FIGURES 11 et seq., the mechanico-hydraulic driving and control unit includes a self-controlled two-speed transmission. 551 shown diagrammatically. in the left-hand half of FIGURE 11, and a program cam and motion transmitting system 627 shown generally in the right-hand half of FIGURE 11. The transmission may be driven from a suitable rotary source of power, such as the electric motor 550.. The motordrives the input shaft 552 of theitransmission through a belt drive 554. The input shaft 552 drives a pinion 556 and also the inputmember of 'a hydraulically engaged, spring released clutch 558. Pinion 556 drives a gear 560'secured to a (:ountersh-a-ft 562 which carries a pinion 564 at its opposite end. Pinion- 564 drives a gear 566 and therewith constitutes a setof speed change gears. Gear 566 drives the input memberof a second hydraulically engaged, spring-released clutch 568.- The driven members of the clutches 558 and 563 are secure-d'to the opposite ends of a shaft 570, having a worm 572 thereon a and a brake .drum 574. The latter has a spring biased,

hydraulic motor 576 for engaging the brake. The worm drives a worm wheel 578 secured to the camsh-aft 580. For the purpose. of automatically controlling the startring, stopping, and speed of the transmissiomthere -is provided a control assemblyl587 comprising a hydraulic controlpump 582'driven from the gear 566 and which may circulate a body of oil contained in the transmission housing forcontrol, lubricating and auxiliary power purposes. The pump 582 may deliver 'to a combined accumulator and relief valve 586 comprising a spring-loaded piston and spillover port, and alsosupplies oil to a bank of control valves 588, .590, 592, 594 and 596. In the diagram the valves 588, 552, 594, and 596 are shown as twoposition valves and the valve 590 as a three-position valve, all of which have a normal position'in which the conneclished. Single-headed arrows are used toindicate flow at reservoir pressure and double-headed arrows to indicate Zflow at pump delivery pressure Eachof. the valves, when shifted',establishes the connections shown in one of the unhatched rectangles. Valve 588 may bemanual- 'ly operated. Valve 590'is biased to itsnorrnal position -by fluid pressure'from the accumulator in therod end out various portions of the cycle is controlled by the design of the cam. Thus, as pointed out above, if it is desired to have the table move with a harmonic motion to the start of the feed cycle and from the end of the feed cycle back to the starting position, then the cam 226 is designed to produce this. harmonic motion. Obviously, the other operations described can be similarly con 'trolled. Furthermore, it'will be noted that the range of movement of the table and of the other machine elements is very accurately controlled between front and back stops. 7

After the machine is once set in operation as by closing of the starting switch 496, it continues to operate 'auto-.

matically, one complete cycleof operation being performed during'each revolution of the cam shaft 218.

When the table reaches the end of its work stroke,

switch 288 is again actuated to release clutch 70 and engage the rapid traverse clutch 76. The table is then re- .col-let'is expanded and the work piece ejected. If it is ofa diiferential cylinder 598. I 'T he valve 590 may be shifted toiits mid-position by a solenoid 600 and may be shifted to its extreme position by the admission of pressure fluid from the accumulator 'to the head end of. cylinder 593 under the control of valve 588. Valve 592 is spring biased to normal position and 'may beshifted to its other position by'an adjustable camfitlz on the cam shaft 580. Valve 592 also has a hydraulic holding cylinder 6.0.4 which holds the valve in its shifted position until it is released by the shifting of V valve 594. Valve 594 is spring biased to normal position and may beshifted'by an adjustable. cam 606 on camshaft 5S0. Valve 596 is also spring biasedto its normal posi ltion and may be shifted by-a solenoid 60S.-

, Valve 588, in its n'ormal'position, exhausts the head end of cylinder 598 and also connects the brake cylinder 576 with either pressure or exhaust depending upon whether-valve 590 is in its normal or intermediate positi o n respectively. In its shifted position'valve 5S8 admits 7" slow speed under manual control for inching purposes and" the like, and it will be understood that this is an 

1. A SELF-CONTROLLING MULTI-SPEED MOTION PROGRAMMING DEVICE COMPRISING AN INPUT SHAFT, A FIRST POWER TRAIN DRIVEN BY THE INPUT SHAFT AND INCLUDING REDUCTION GEARING AND A CLUTCH, A SECOND POWER TRAIN ALSO DRIVEN BY THE INPUT SHAFT AND INCLUDING A SECOND CLUTCH, AN OUTPUT MEMBER ADAPTED TO BE DRIVEN BY EITHER POWER TRAIN SELECTIVELY AND INCLUDING A DRIVEN SHAFT, A CASING INCLUDING 